The Impact of Safety Equipment on the Growth and Profitability of DSC Marine Limbe

Wednesday, November 9, 2022

The Impact of Safety Equipment on the Growth and Profitability of DSC Marine Limbe

Department: Transport & Logistics
No of Pages: 46
Project Code: TnL1
References: Yes
Cost: 5,000XAF Cameroonian
        : $15 for International students


Safety equipment has always been effective in the contribution of the growth and profitability of companies in Cameroon, Africa and World. Hence, safety equipment plays a major role in the growth and profitability of DSC Marine Limbe. The purpose of this research was to examine the impact of safety equipment on the growth and profitability of companies using DSC Marine as my case study.

A cross sectional survey research design was found to be appropriate as per the design for the sample distribution that was formulated. The total samples of this study comprised of DSC Marine workers. The hold sample consists of total of 50 workers.

A greater proportion have work in the area for the period between 5 to 10 years of the respondents under categories of education are holder of GCE Advance Level, a greater proportion are married, as per the age group, majority of the respondent are age range from 30 to 39 and female workers [n+38] are more than male workers The overall date respective to each variable was collected from perception from different workers interviewed.

These obtained date were analyzed by using both the primary and secondary sources of data collection as well as questionnaires that were used which where been presented with table sand charts below. From the analysis it was found out that the board of directors. Middle level management has a positive effect on DSC Marine Limbe. 

It is thus good policy recommendation and lower level management has a positive and significant role on safety equipment on the growth and profitability of company’s case study DSC Marine. The research recommends that BOD of primary companies should set up strategies to be used targeting safety as well as laid down procedures. 


This chapter focuses on the background information to maritime safety and security on the growth and profitability of any company using DSC Marine as my case study to this research. It further went ahead to bring out the problem statement, research questions, research objectives, research hypothesis, scope and significant of the study and synopsis of the study.

1.1 Background Of The Study

When talking about the topic of maritime safety and security as a kind of ‘umbrella’, it might not be seen as very relevant. However, if it is understood as something everyone is affected, hence responsible for, if the focus is rather on the different elements of maritime safety when talking about the topic of maritime safety and security as a kind and security like ‘response’, ‘resilience’ or ‘migration’, then it becomes a very relevant topic. And as maritime safety and security is something affecting everyone, successful cooperation in the field of maritime safety and security is a good way to show the added value of cooperation, to show that interred actually can make a difference.

Unfortunately, the interest in maritime safety and security always gets a boost once some major disaster happens (MS Estonia in 1994 or Costa Concordia in 2001). A number of important EU policy documents, of which the most important is the White Paper “European Transport Policy for 2010: Time to Decite”, have put increasing emphasis on maritime safety. These documents make it clear that even though the maritime safety record is considered acceptable, and even though this mode is considered environment-friendly, more is to be done to increase maritime safety even further. 

For instance, an IMO rule on the strength of transverse bulkheads in bulk carriers, a national regulation on vessel traffic separation, a regulation on the banning of alcohol use on board, a P&I club rule on liability and compensation, an engine maintenance practice, and, last but not least, the US Oil Pollution Act of 1990, all may be classified under the realm of “maritime safety policy.

The main player in the international maritime safety regulatory regime is the International Maritime Organization (IMO), and specifically the International Convention on Safety of life at sea (also known as SOLAS), which is IMO’s basic forum dealing with maritime safety. In addition to SOLAS, the IMO also adopts other measures that may impact maritime safety, either directly or indirectly.

Examples are the Convention on Standards of Training, Certification and Watch keeping of Seafarers (also known as the STCW Convention) and the High Speed Craft Code (HSC Code). The IMO does not implement or enforce regulations, that being the responsibility of member states.

To promote a scientific approach to maritime safety, the Formal Safety Assessment (FSA) methodology has been proposed and the IMO’s Maritime Safety Committee (MSC) is tasked to implement this methodology in the years ahead. 

The International Safety Management (ISM) Code is seen as one of the instrument that would enhance safety for ships that are certified to comply with it.

Classification societies and IACS (the International Association of Classification Societies) are expected to play a critical role in that regard. Quality shipping campaigns regard the implementation of the ISM Code as their central pillar (Cullinan, 2007). In parallel to the IMO, IACS is influential in the development of standards that pertain to safety.

In addition to the above, a number of other important players have key roles in the development, implementation and enforcement of maritime safety regulations. These players include flag states, port states, international bodies such as the European Union (EU), labour organisations such as the International Labour Organisation (ILO), the shipping companies themselves, and other maritime related industries (ports, shippers, shipyards, P&I clubs, environment groups, etc are some the examples of organization that are been created both at work place and maritime world at last that fight for safety of workers at all level for the growth and profitability of any company (Adams, 1997)

In Africa, maritime security has become a priority for most Africa countries since the early 2000s when kidnapping was on the rise and later in that decade, when piracy become a major threat to international trade.

The Republic of Cameroon is a country in central Africa bordered by Nigeria to the West, Chad to the Northeast, The Central African Republic to the East, Gabon and the Republic of Congo to the South. Cameroon’s coastline lies between the Gulf of Guinea and the Atlantic Ocean. With more than 400km long of coastline, Cameroon has five ports; 

The Douala port located in the littoral region and handles about 95% of imports and exports for the country as well as some neighbouring landlocked countries like the Central African Republic, Chad even the Northern Congo Brazzaville making it a gateway to these countries and a pole of reference at the heart of the Gulf of Guinea (Cameroon National Ports Authority, 2015)

The Kribi seaport which is newly constructed and located in the South region of the country with a view to help decongest the Douala port and serves the needs of industrial companies involved in mining, transporting and receiving heavy types of equipment for mineral extraction and it is also essential for commerce (Port Authority of Kribi, 2018).

The Limbe and Tiko seaports which are secondary ports and located in the South West Region of the country essentially designed for the handling of petroleum products for the refinery unit in Limbe and for the export of timber and serve as the liaison between Tiko in Cameroon and Calaba in Nigeria respectively (Cameroon National Ports Authority, 2010).

The port of Garoua, located in the Northern part of the country is regarded as a seasonal port and serves the Northern region and neighboring Nigeria (Cameroon National Ports Authority, 2010). With an average of over 1400 foreign vessels calling the ports of Cameroon annually, and given its advantageous geographical location, its objectives over the years have been to make the National a hub in maritime transport, positioning Cameroon as logistic platform for the Gulf of Guinea (Port Authority of Douala, 2017).

Maritime transport accounting for about 12 billion tons of cargo transported by over 50,000ships sailing through the oceans remains an indispensable means of transportation of goods and contributes substantially to the vitality of international trade and economic growth across the globe (UNCTAD, 2018). 

To this effect, the shipping industry of course without a doubt is very globalized with its uniqueness given that, commercial sail from one jurisdictional water to another.

There is, therefore a strong need for international cooperation to accomplish challenging objectives, such as clean oceans, safe ships as well as competent crew. Generally, Africa relies greatly on ports and ships to service its international trade. Based on 2017 statistics, Africa contributes an average of 2.7% to global trade by value (5% of imports and 7% of exports). Although one-third of the continent is comprised of landlocked countries, maritime transport still remains the key gateway to the global African marketplace (UNTCAD, 2018).

The maritime industry is not proactive; however, its trend of evolution has always been triggered by major maritime disasters (incidents and casualties) such as the Titanic, Amoco Cadiz, the Prestige, the Torrey Canyon, and the Erica which led to significant marine pollution and many losses of lives.

These marine disasters have been the key drivers for the emergence and development of international maritime regulatory conventions. The inspection regime was implanted into these maritime international regulatory conventions and subsequently regional cooperation on port state control (PSC) was developed (Bang & Jang, 2012). It is necessary to highlight that these PSC regimes exist because some ship owners and flag states use loopholes created by the international nature of the industry to save cost by operating below the minimum safety standards (Ozcayir, 2018).

1.2 Statement Of The Problem

Constraint to safety equipment refers to the limitation or factors that hinder the increment of workers output and their growth within a company. These constraints to safety equipment on the growth of profitability of a company are the main declined in the transportation of petroleum product (crude oil) on behave of SONARA their main trading partner. As a result, many have a negative impact on the company output.

Also, some people ask question on how goods are being handle on board a ship and even with other mood of transport, are safety measure being put in place and also how they are being carry out in terminal operation. 

Why is it that safety is important in shipping operation, what are some of the effect of this and cant this problem be solve and how. These constraints thus hinder the wellbeing of workers of DSC Marine which has brought hardship to some of the worker during their operation.

Thus, this study seeks to investigate the impact of safety on the growth or profitability of any company. The various constraints to lack of safety at the work site and the attempted solutions made to improve safety measures at DSC Marine.

1.3 Research Questions

1.3.1 Main Research Question

What is the impact of safety equipment on the growth and profitability of DSC Marine?

1.3.2 Subsidiary Research Question

  1. How does personal assortative equipment on the growth and profitability of DSC Marine?
  2. How would lifting appliances lead to the growth and profitability of DSC Marine?
  3. How do portable ladders affect the growth and profitability of DSC Marine?